Combined motor and fuel control



I. W. ANDERSON, IN., AND A. ANDERSON. COMBINED MOTOR ANO FUEL CONTROL.

APPLICATION FILED NOV. 6. 15H5. lyqj'?, l Patented. .IuIy I3, 1920.

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3M 27. J. @Maag automa/t J. W. ANDERSONJR., AND A. R. ANDERSON.

COMBINEDy MOTOR AND FUEL CONTROL.

APPLICATION FILED NOV. 6. |916.

Patented July T39 192D.,

2 SHEETS-SHEET 2.

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vUNITED STATES PATENT OFFICE.

JOHN W. ANDERSON, JR., OF MISHAWAKA, INDIANA, AND ALBERT R. ANDERSON, OF CHICAGO, ILLINOIS, ASSIGNONS, BY DIRECT AND MESNE ASSIGNMENTS, TO THE ANDERSON COMPANY, OF.SOUTH BEND, INDIANA, A CORPORATION OF INDIANA.

COMBINED MOTOR AND FUEL CONTROL.

Application led November 6, 1916. Serial No. 129,846.

Toall whom it may concern.' Be it known that we, (a) JOHN WV. ANDER- SON, Jr., and (b) ALBERT R. ANDERSON, citizens of the United States, residing at (a) Mishawaka, (b) Morgan Park, Chicago, in the county of (a) St. Joseph, (b) Cook, and State of (a) Indiana, (b) Illinois, have invented certain new and useful Improvements in Combined Motor andl Fuel Control, of which the following is a specification.

Our invention relates to improvements in a combined fuel and motor control and it especially embodies the features pointed out in the annexed claims.

The purpose of .our invention is to provide a control for internal combustion engines that is positively connected to the engine clutch and a fuel distributer which supplies different fuels to the engine carbureter so that when the clutch is off one kind of fuel is used and when the clutch is .put on the other kind of fuel isautomatically supplied instead of the former, or vice-versa.

The fuels ordinarily used are gasolene and petroleum,the former when the engine -is running light and the latterl when it is under load, or the more expensive fuel when the engine`V has little work to do and a cheaper fuel, having more heat units, whenmore work is to be done. This is accomplished through positive connections between a foot or other lever, a fuel valve and the Vengine clutch. A further purpose is 'to drain kerosene from thecarbureter on 'releasing the clutch so that when restarting gasolenewill always be present without'requiring any attention from the driver.

Figure linstances a diagrammatic'relation of coperating parts exemplifying an 'improved interconnection system of control.

Fig. 2 is an elevation in section of an air cooled precipitating tank.

Fig. 3- is a sectional elevation of they tank at right angles to Fig. 2. -Y

Fig. 4- is a diagrammatic view of an arrangement of parts showing an air cooled precipitating tank in tandem with a settling tank minus the air cooling feature, also a similar tank for the suction feature of a carbureter drainage system, all of the tanks or chambers being provided with by-passes and valves therein vfor use when required.

F ig. 5 is an enlarged view partlyin section of a three-Way valve and connections.

Fig. 6- is a cross section of the usual float and fuel valve common in carbureter practice.

Fig. 7 is a diagrammatic view showing the clutch out and the connections set for gasolene feed while the engine is running light.

Specification of`Lette1-s Patent. Patented July 13, 1920;

Fig. 8- is a similar View to Fig. 7 instancing the change-over connection immediately thereafter when the clutch is set for load and kerosene is being used.

Fig. 9 is also a diagrammatic view dis- Y closing the relation of parts when the clutch is again released.

Fig. A10- discloses the relation of connections, in diagrammatic form, the moment the clutch is again set so as to put a load on the newly started engine.

Heretofore it has been the practice to design special heating devices for'the fuel, special carbureters, special gasolene starting expedients, etc., in order to utilize the cheaper and heavier fuel oils for power purposes on self propelled vehicles. lVhen such efforts have been directed tostationary engines the results have been more uniformly successfill than when motor cars, trucks, delivery rcars, etc., have been supplied with petroleum instead of gasolene because the latter demands are exceedingly iuctuating and variable.

The one outstanding difficulty in the use of -kerosene or the heavy oils is the formation in the carbureter, enginev cylinders. etc.,

' of deposits of carbon so that in a short time the system becomes quite inoperative. With many proposals gasolene is used as a starting medium by priming the cylinders and inv some cases the two valves separately controlling the oil and gasolene are mechanically connected so that a movement by the handwill 'simultaneously operate both valves in order that one or the other" valve will not be forgotten.A Such means are however found inadequate because not being connected with the essential ,part of a cars power plant-the clutch--remain inactive or 5 misapplied. In making a positive connection to the clutch the exact sequence of the operations is maintained and the degree of movement is definitely fixed 'so thatthere can be no omissions or forgotten steps.

It is noted that the terms oil, lcoal oil and kerosene used interchangeably are for the' purpose of the description considered synonymous. y, 'The special features of thisI system can be practicallyl applied to any motor with substantially no changes Whatever to the carbureter or to the-usual engine details excepting that, an engine l-supplied with a carbureter 2 andintakev manifold 3 has fuel pipes 20- and 23 placed inthe exhaust manifold 4. All the other features are of an i accessory order, being attachable in various .positions as desired.

The usual driving shaft 5 is supplied with a clutch '6 placed between this shaft and the engine l. A clutch lever 7 of any desired form is retracted by spring. 51 and is connected to lever 11 of three-'way valve 8 by y link 12. This constitutes a very material .30 yand important connection for the successful operation-of theengine on the heavier fuels Without the handicap of'prohibitive carbon deposits.

The freedom from obstructive carbon precipitation, academically considered, may be due to the positive alternate use of gasolene whenever the engine runs light and the heavier fuelwhen it is operating'under load combined with the staged preheating of the heavier fuel, extracting any precipitates produced by`carbonizing 'tendencies or otherwise before thev carbureter is reached and to the drainage of oilfrom the carbureter after each clutch-driving period and possi- 45 bly further to the freeing of the fuel from mechanical settlings, deposits, letc., so that the carbureter can operate at/its highest efficiency all the time. 1 I

The three-way valve8 has a gasolene pasysage way 9 and another similarly formed at 10-for the oil. A feed pipe 13 'leads from the valve8 to ltheY carbureter 2. Gasolene supply tank 14 is connected to valve 8 by pipe l5 in which a check valve 16 is placed to prevent back-flow in the pipe.

Kerosene is stored ,in tank 17, from where it is led by pipe 18 to the check valves 19 through the pipe 20 placed in the` exhaust manifold 4 so as to heat the fuel. From here it passes through an air cooled tank 21, v-

-a by-pass and valve 22 serving to practi- -cally eliminate the tank when for any cause 23 to the three-way valve 8' for use in the 6 carbureter as needed. In case a further removal of deposits, etc., is desired a plain tank 24 may be connected in tandem with tank 21 but in the latter. case only sedimenta tion tendencies would be provided for withvout air cooling so as to leave the fuel quite hot. A by-pass and valve 25 serve the usual functions of such expedients to cutout the tank or chamber 24. i

AThe carbureter 2 is provided with any well 75 known type of float 26 that is connected to Y the valve 27 so as to control the supply of fuel. A drain 28 isV attached beneath the carbureter, and a check valve 29 preventing flow toward the carbureter is placedin the s0 fdrain pipe.

The pipe 28 is connected to the suction pump 30, whose plunger 31 is attached to the slotted rod`32? The three-way valve 8 through its lever 11 is connected to the rod 32 by a pin 36 that isfslidable in the 85 slot of this lever. A collar .333 may be secured on rod 32 and a spring 34 threaded over the rod so as to` have movement between collar 33v and washer 35 as the 4lever l1 is actuated.

An outlet 37 connects the pump 30 to a settling tank or chamber 38 in which foreign particles, road dust, etc., may be trapped from the fuel whenever the carbureter is drained-through the suction of plun- 95 ger 31. In effect this frequentdrainage of the carbureter contents affords recurrent washings which will always maintain the ca'rbureter in the best of condition. A by-pass and valve 39 may be used to open an alternative path around the pump.

From the chamber 38 a fuel return pipe 40 leads to pipe 23 through check valve 49 that prevents back flow toward the chamber 38. This fuel is led through pipe 23 placed 10% inthe exhaust manifold to the three-wayvalve 8 and fed to the carbureter as fast vas the float 26 and the tension of spring 34 willadmit until such fuel is allpassed over when, without any attention whatever the main oil supply will continue to feed the carbureter as already' described.l

The tanks or chambers 21, 24 and 38 are provided with drain valves 41.` The chamber 2,1 is supplied with a hollow baifie plate 42 that has air inlets 43 thereto and outlets 44 therefrom. Suitable covers are provided for these tanks, for 2l a special cover 45 may be used.4 In tanks 24 and 38 plain baffle partitions-46 are used tocause the precipitation 12( of any sedimentation found in the fuel passing these plates. The chamber 21 is further provided "with oil inlet 47 and an outlet 48 therefor.

Whatever quantity of galolene may be alternately drained from the carbureter will simply be refed to it via the three-way valve 8 :and ifA the extra heating in pipe23 is ofthe heavier fuel, the interposition of al phase of fractional distillation in the oil supply pipe to catch any carbonizing tendencies before the carbureter is reached and to automatically bring about a cordination of functions through the one operation of putting the clutch on or oil". This simplification means economic production, expeditious installation7 and efficient operation. It causes the larger part ofthe available B. T. Us of the yfuel lto be usefully employed and eliminates vexing delays, etc., usually associated with the practical operation of heavy fuel systems.

The operation of the system mayl be rsummarized as follows: When the engine is running light, the clutch 7 being disconnected, gasolene from tank 14 is being supplied to the carbureter 2 through pipes ,13, 15 and valve 8. The moment clutch 6v iS engaged through a movement of lever 7 the link 12 shifts lever v11 into the position shown -in dotted lines of Figs. 1 and 5 supplying oil from tank 17 over pipes 18, 20, 23 and 13 to carbureter 2. This movement of lever 11 is transferred to the plunger 31 through spring 34 abutting the block 33v on the slotted plunger rod 32. It shifts the plunger 31 to the eXtreme inner end of pump barrel `30. l

As soon as the load is thrown oif by releasing the clutch 7 the engine again runs light but before the gasolene feed is effective plunger 31 has been 4drawn back far enough by means of lever 11 and rod 32 to suck from the carbureter 2 through drain pipe 28 and check valve 29 all the oil contained in the carbureter bowl. Whatever quantity of gasolene that may follow will .wash out the last remnant and leave only gasolene for furtherfuse. As soon as the pump plunger 31 has reached its extreme withdrawal How in the drain pipe 28 will be stopped and asl the capacity of the pump will about equal that of the carbureter the pump chamber up to check valve 29 will be filled with oil so that fresh gasolene cannot flow freely through the drain pipe. This condition will remain so long as the engine jlc'ontinues running light and will persist if it is stopped altogether.-

As soon as it is to be restarted it can do so on gasolene alone without any fursta-rter.

ther manipulations than turning it over al c few times manually or by means of a Thus no diiiculty need ever be,

' encountered in starting the 4engine on account of oil fuel being used for the heavy `Work. When thaengine is again running the exhaust 4 will become quite hot so as to quickly effect oil feed pipes 20 and 23 and deliver the oil in prepared condition to the carbureter the movement lever 11 is shifted by a closure of clutch lever 7. This movement cannot be instantly carried to plunger 31 because the pump barrel is full of oil which cannot nd an immediate return to the carbureter because float 26 keeps valve 27 closed until more fuel is required.

In the meantime lever 11 moving into its new position compresses spring 34, its pin 36 sliding in the slot of rod 32. This puts the contents of pump 3() under an expelling 'pressure which will continue until its content is delivered back to the carbureter when immediately theoil fuel in pipe 20 will be availableto continue theoperation of the engine. The feed'in all cases being as fast as the oat 26 will permit. Further manipulation .will repeat the order out-1 lined.

.It should also be understood that any alternative or modified expedient for usefully employing the power of the engine requiring additions to, or changes from, the elementary form of clutch control shown or special connections to the-gear shifter, automatic starter or any other point of intermittent mechanical power or speed control is embodied in this invention. obvious that the specific exigencies of different motor uses will require diverse adap- `adaptations are. peculiarly specific to dif ferent tralic conditionsl and power plant designs. i

The use of the expressions. fclutch coutroll, setting oif the; clutch, clutch is off, clutch is on, clutch movement, connecting of the clutch,etc.,'in the claims is intended to include any means for vintermittently utilizing power from the en.- gine in whatever sequence or degree desired regardless ofthe specific adaptations diagrammatically shown in the drawings.

It is immaterial as to whether the clutch 6 is normally held lout of action by means of a spring or that it is held engaged by it for these alternatives are practical equivalents as the lever 11 can be made to have the same direction of movement in both adaptations by interposing any well known reversing idler between the levers 7 and 1l or by shifting the fulcrum of lever 7 to the other side of shaft and connecting link 12 to a projectionI of' lever 11 ,extending above the center of valve 8, spring 51 be- 5 ing under tension in both cases. Since suoli yalternatives are substantial equivalents and well known they are not illustrated. What we claim'is, 1. An internal combustion engine, power shafts connected therewith, a clutch therefor, a control lever to open and close the clutch, avthree-way valve, connections from the valve to the control lever, a carbureter placed between the engine intake and the 15 three-way valve, a plurality of fuel sources,

J connections from such sources to the carbup reter, through the three-way`valve interposed in such connections the samebeing.

'adapted 'to supply fuel to the carbureter 20,( from one source when the clutch is on and fronn the other source when the clutch is off.v

2. In a combined fuel and motor control an oil fuel supply, a gasolene supply, connections from both to the point of distribution, a carbureter adaptedto alternately utilize either kind of fel', an internal combustion engine, shafts driven thereby, a clutch interposed between the shafts, a' lever to control the clutch so as to throw the same off and on, a three-wayvalve placed between the carbureter and the sourcesof fuel supply and a suitable link'positively connecting 4the valve and clutch lever the saine being so positioned with respect to thev valve that when the clutch is off gasolene will be supplied to the carbureter and when the clutch is on oil will be supplied instead.

3. An internallcombustion engine, a clutch connected therewitfh, an intake manifold for manifold, an oil supply, an exhaust manifold, means'for subjecting Ythe oil supply to the heat of the exhaust, agasolene supply, a

threeway valve, separate connections therel for again heating the fuel Lbefore delivering to for the gasolene and oil and therefrom to the carbureter, and connections from the valve to the clutch whereby a movement of the latter willcontrol the position of the former 4. An (internal combustion engine, power shafts, exhaust and intake manifolds connected with'the engine, a clutch interposed between the power shaft, a clutch lever," an

oil supply pipe subject tothe heat of the exhaust, a carbureter adapted to handle the fuel, a link attached to the clutch lever, a

gasolene supply, a three-way valve adapted to alternately control the supply of gasolene' or oil to the carbureter, and means for con- 60 necting the clutchy lever to the valve whereby on the setting of the clutch oil will be supplied and on the release ofthe clutch gasolene'will be delivered to the carbureter.

5 ln fuel vcontrol for linternal combustion the engine, a carbureter -attached to the supplied by the carbureter, a drive shaft driven by the engine, a clutch interposed between such shaft and the engine, means for operating the clutch, a fuel valve placed between the fuel sources and the carbureter, mechanical connections therefrom to the clutch operating means, a drainage system connected to the carbureter,. and means for operating the same through a movement of ,the clutch manipulative mechanism.

6.An internal combustion engine, a carbureter therefor, a fuel control in the carbureter, a fuel intake to the engine, an exhaust manifold, a gasolene supply, an oil supply, means for leading the oil supply through the exhaust manifold to heat the same, a fuel selector serving both fuels, a connection therefronr to the carbureter, a driving shaft operated by the engine, a clutch therein, means for operating the same, and connections between the clutch operating means and the fuel selector whereby movement of said operating means is imparted to the fuel selector to change the kind of fuel delivered to the carbureter.

7. A volatile fuel source, a heavier fuel source, a carbureter, an engine fed thereby, means for changing from onefuel to the other, a clutch connection to the engine, 95 means adapted to throw the clutch on or-of, and means for positively connecting the fuel changer to the clutch control whereby the fuel changer cannot loperate without a change of the clutch control.

`8. A plurality of light and heavy 'fuel sources, a` carbureter adapted to alternately use such fuels, an internal combustion engine supplied by the carbureter,.means for first heating the fuel from one-source by the products yof combustion released from the engine, means `for trapping out any accumuf lating particles afterthe first heating, means Iand* connections therefrom to the clutch control.

9. In internal conibustionen'gines, a gasolene source, an oil source, a carbureter supplying the engine from either source, means for heating the oil, means for extracting deposits therefrom before delivering the Same to the carbureterrmeans for forcibly draining oil from the carbureter and yredev l livering itvto the carbureter as needed, and

means for supplying. gasolene to the engine whenA running free and automatically changing to .oil whenthe engine is connected tol the load. l n

10. An internal combustion engine, a car,-

bureter therefor, a gasolene-supply, an oil supply, a drain from the carbureter, a three- Way valve, separate connections from the drain to the oil and gasolene supply to the valve, a connection from the valve to the carbureter, means for heating the oil sup-Y ply, means for collecting residue therefrom, means .for removing any foreign particles from the drained fuel, and means for controlling the supply of fuel from `either 1of the sources independently of each other through a change of position of said valve.

l1. An internal combustion engine, means for intermittently using power from the engine in whatever sequence lor degree` desiied, a fuel control, a carbureter placed loe-.f` tween the engine intake andV such control, separate fuel sources, connections therefrom l to the control, cordinating means for automatically changing from one fuel source to the other, and means in connection with the latter for removing unvaporizedifuel from the carbureter.

12.' In internal combustion engines, a suitable engine, means adapted t0 intermittently utilize power from the engine, suitable separate fuel sources, means for controlling flow therefrom, means for vaporizing the fuel for the engine, and means for removing unused fuel from the vaporizing means when a change infuel is required.

18. In .fuel control for internal combustion engines, a plurality of fuel sources, a carbureter for utilizing the fuel, an engine supplied by the carbureter, means adapted to intermittently utilize power from the engine, a fuel Valve placed between the fuelsources and the carbureter, connections thereto adapted to control the Valve through intermittent application of the power, a drainage system connected to the carbureter, and means forcordinating the saine with the fuel valve.

' In testimony whereof We affix our signatures in the presence of two Witnesses.

JOHN `W. ANDERSON, JR. ALBERT R. ANDERSON.4

Vitnesses:

NI-I. DELANEY L. G. MoFFr/r. 

